JPH09193877A - Motor assisted multi-wheeled bicycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To change over a motor driven mode, assist mode, and man power mode selectively, operate driving force of an electric motor by driver's will, and conform a motor assisted multi-wheeled bicycle to the Road Traffic Act. SOLUTION: A man power drive system 8 which drives rear wheels 4 of a motor assisted tricycle 1, a motor driving system 9 which is driven by an electric motor 60 to which electricity is supplied from a battery 70, a tricycle speed sensor, a man power torque sensor 80, an accelerator lever, a control unit 71, etc., are provided to change over running mode among a motor driven mode, acceleration mode, and man power mode under the restrictions of the Road Traffic Act selectively and control the electric motor 60 properly under the restrictions of the Road Traffic Act.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electrically assisted multi-wheeled bicycle having one or two front wheels and a pair of rear wheels, and selectively switches between an electric mode, an assist mode and a human power mode. Regarding what is possible configured.

[0002]

2. Description of the Related Art Recently, electrically assisted bicycles having one front wheel and one rear wheel have been put into practical use and are becoming widespread. This electric power assisted bicycle can be switched between the human power mode and the assist mode, but is not configured to be switched to the electric power mode. On the other hand, various electrically assisted three-wheeled bicycles having one front wheel and a pair of rear wheels have been proposed. In Japanese Patent Laid-Open No. 5-319354, the rear wheel axle is connected to a carrier of a planetary gear mechanism, the driving force of an electric motor is transmitted to a sun gear, the pedal driving force is transmitted to a ring gear, and the driving force of an electric motor is transmitted. There is described a two-drive type electrically assisted three-wheeled bicycle that is driven by both the driving force of the pedal and the driving force of the pedal.

Japanese Unexamined Patent Publication No. 6-212179 discloses a structure in which the driving force of an electric motor is transmitted to a rear wheel axle via a planetary speed reducer and the pedal driving force is transmitted via a one-way clutch. , The vehicle travels with the driving force of the electric motor only when the vehicle speed is equal to or lower than the predetermined vehicle speed, the pedal torque is equal to or higher than the predetermined value, and the pedal rotation speed is equal to or higher than the predetermined value. In other cases, the electric motor is turned off to drive the pedal. An electrically assisted three-wheeled bicycle configured to run alone is described.

According to the Road Traffic Law Enforcement Regulations, with regard to bicycles with motors, in wheelchairs for the physically handicapped, the dimensions (length, width, height) of the vehicle body are regulated, and the maximum speed is 6 km.
It is regulated to / h, and it is regulated to apply an electric motor as a prime mover. For motor-assisted bicycles, 0
In the range of up to 15 km / h, the electric assist force is equal to or less than human power, and in the range of 15 to 24 km / h, the electric assist force is linearly reduced from the electric assist force at 15 km / h.

[0005]

Although the former publication describes a configuration for the assist mode in which the vehicle is driven by the driving force of the electric motor and the human power, the electric vehicle traveling by only the driving force of the electric motor is described. The configuration for the mode and the configuration for the human power mode in which the vehicle is driven only by human power are not clearly described. Moreover, there is no disclosure about the configuration for switching the driving mode so as to comply with the road traffic law enforcement regulations.
Not suggested.

The three-wheeled bicycle disclosed in the latter publication can be selectively switched between the electric mode and the human power mode and does not have the assist mode. The three-wheeled bicycle is in the electric mode only when the vehicle speed is low and the pedal torque is large. When the load is heavy, the vehicle can travel in the electric mode, but since there is no assist mode, the driving force of the electric motor and the human power cannot be combined for traveling, and the electric motor cannot be effectively used.

As described above, the conventional electrically assisted three-wheeled bicycle is not configured to selectively switch between the electric mode, the assist mode, and the human power mode. The electric motor cannot be used effectively because the vehicle cannot travel in an appropriate traveling mode according to various conditions such as slopes. Moreover, since the accelerator for operating the electric motor is not provided, the driving force of the electric motor cannot be adjusted by the driver's intention. Especially, electric assist 3
In order to put a wheeled bicycle into practical use, it will be restricted by the Road Traffic Law, but within the framework of the Road Traffic Law Enforcement Regulation, it is configured to selectively switch between electric mode, assist mode, and human power mode. Since it does not exist, a problem will occur during practical use.

It is an object of the present invention to selectively switch between an electric power mode, an assist mode and a human power mode in an electrically assisted multi-wheeled bicycle, and the driving force of an electric motor can be adjusted to a large or small amount according to a driver's intention. To comply with the Road Traffic Law Enforcement Regulations, etc.

[0009]

An electrically assisted multi-wheeled bicycle according to claim 1 has one or two front wheels, a pair of left and right rear wheels, a steering handle for steering the front wheels, and a rear wheel. Equipped with a human-powered driving means for driving by the occupant's leg force and an electric driving means including an electric motor for driving the rear wheels, and travels only by the driving force of the electric motor, which is one of three traveling modes when the occupant is in a riding state. It is configured such that it can be selectively switched between an electric mode in which the electric motor is driven, an assist mode in which the driving force of the electric motor and the leg force are used, and a human power mode in which the vehicle is driven only by the leg force.

Since the electric power mode, the assist mode, and the human power mode can be selectively switched, suitable traveling according to various conditions such as the driver's leg strength and taste, the amount of luggage, slope on the slope, and vehicle speed. It is possible to drive in the mode and use the electric motor effectively.

According to a second aspect of the present invention, in the first aspect of the present invention, the electric mode is set in a range of vehicle speed 0 to a predetermined low vehicle speed V1, and the assist mode is vehicle speed 0 to V.
It is characterized in that it is set in a range of a predetermined vehicle speed V2 higher than 1 and a range of a predetermined vehicle speed V2 higher than vehicle speeds V2 to V2, and the human power mode is set at an arbitrary vehicle speed.

According to the concept of the Road Traffic Law Enforcement Regulations, a vehicle speed of 6 or more is applied to an electrically assisted multi-wheeled bicycle having three or more wheels (including four-wheeled electric wheelchairs) and an electrically assisted bicycle.
The electric mode can be adopted within the range of km / h or less, and the vehicle speed is 0
Since the assist mode can be adopted in the range of 15 km / h or less and the range of 15 to 24 km / h, and the human power mode can be adopted at any vehicle speed, for example, the vehicle speed V1 is 6 km / h and the vehicle speed V2 is The vehicle speed is 15 km / h and the vehicle speed V3 is 24 km / h. Therefore, vehicle speeds V1, V2, V3
By setting, an electrically assisted multi-wheeled bicycle that complies with the Road Traffic Law Enforcement Regulations can be obtained. In addition, Claim 1
It has the same function as.

According to the invention of claim 2, the electrically assisted multi-wheeled bicycle of claim 3 is further provided with an automatic mode switching means for automatically switching the running mode among the electric mode, the assist mode and the human power mode. is there. Therefore, the mode automatic switching means can automatically switch the traveling mode among the electric mode, the assist mode, and the human power mode, and the traveling modes can be switched so as not to violate the Road Traffic Law Enforcement Regulations. . In addition, the same operation as that of the second aspect is achieved.

An electric power assisted multi-wheeled bicycle according to a fourth aspect of the present invention is the electric power assisted multi-cycle bicycle according to the third aspect of the present invention, further comprising a main switch capable of setting the driving mode to the human power mode, and the automatic mode switching means sets the human power mode by the main switch. The feature is that the driving mode is automatically switched when the vehicle is not in use. When you want the human power mode, it is convenient because you can set the human power mode with the main switch, and when the human power mode is not set with the main switch, the driving mode is automatically set so as not to violate the Road Traffic Law Enforcement Regulations. can do. In addition, the same operation as the third aspect is achieved.

According to a fifth aspect of the present invention, there is provided the electric power assisted multi-wheeled bicycle according to the fourth aspect of the present invention, wherein an accelerator lever for operating the driving force of the electric motor is provided, and torque detecting means for detecting the torque of the human power driving means, and an accelerator. Accelerator detection means for detecting the opening of the lever and vehicle speed detection means for detecting the vehicle speed are provided, and the mode automatic switching means switches the traveling mode by using the detection signals of these three detection means. Is. Since the driving force of the electric motor can be operated via the accelerator lever, the driving force of the electric motor can be adjusted to a desired magnitude desired by the driver.

The torque of the manual driving means is detected by the torque detecting means, the opening degree of the accelerator lever is detected by the accelerator detecting means, the vehicle speed is detected by the vehicle speed detecting means, and the motor automatic switching means is one of the three detecting means. The drive mode is switched using the detection signal. Since the electric mode is restricted by the vehicle speed and the assist mode is restricted by the vehicle speed, the driving force of human power and the driving force of the electric motor,
Using the torque of the human power drive means, the accelerator opening degree (that is, the driving force of the electric motor), and the vehicle speed, it is possible to appropriately switch over the three traveling modes. Others, claim 4
It has the same function as.

According to a sixth aspect of the present invention, in the fifth aspect of the present invention, the automatic mode switching means is
When the torque is detected by the torque detecting means in the range of the vehicle speed V1 or less, the assist mode is set regardless of the accelerator opening detected by the accelerator detecting means. Therefore, when the manpower drive means operates in the range of the vehicle speed V1 or less and torque is generated, the driver wants the assist mode,
Enter assist mode. In this way, three modes are obtained in consideration of the driver's intention.

According to a seventh aspect of the present invention, there is provided the electrically assisted multi-wheeled bicycle according to the fifth aspect, wherein the mode automatic switching means is
When the torque is detected by the torque detecting means within the range of the vehicle speed V1 or less, the human power mode is set regardless of the accelerator opening detected by the accelerator detecting means. Therefore, when the human-powered driving means operates and torque is generated in the range of the vehicle speed V1 or less, the driver wants the human-powered mode, and therefore the human-powered mode is set. In this way, three modes are obtained in consideration of the driver's intention.

According to the invention of claim 4, the electrically assisted multi-wheel bicycle of claim 8 is provided with an accelerator lever for operating the driving force of the electric motor, and a gradient detecting means for detecting a gradient of a traveling road surface, and an accelerator lever. Is provided with an accelerator detecting means for detecting an opening degree of the vehicle and a vehicle speed detecting means for detecting a vehicle speed, and the mode automatic switching means switches the traveling mode by using detection signals of these three detecting means. is there. Since the driving force of the electric motor can be operated via the accelerator lever, the driving force of the electric motor can be adjusted to a desired magnitude desired by the driver. Since the torque of the human-powered driving means and the gradient of the traveling road surface are substantially proportional to each other, a gradient detecting means is provided in place of the torque detecting means of claim 4, and the mode automatic switching means allows the gradient of the traveling road surface and the accelerator opening degree ( That is, it is possible to appropriately switch over the three traveling modes using the electric motor, the driving force) and the vehicle speed. In addition, the same operation as the fourth aspect is achieved.

According to the invention of claim 5, the electrically assisted multi-wheeled bicycle of claim 9 is characterized in that:
Regardless of the magnitude of the torque detected by the torque detection means,
When the accelerator opening detected by the accelerator detecting means is zero, the human power mode is set. When the accelerator opening is zero, the driver does not want to assist the electric motor, so the human power mode is set regardless of the magnitude of the torque of the human power drive means. In addition, the same operation as the fifth aspect is achieved.

According to a tenth aspect of the electrically assisted multi-wheeled bicycle,
In the invention of claim 9, the mode automatic switching means sets the assist mode when the torque detected by the torque detecting means is equal to or less than a predetermined value and the accelerator opening degree detected by the accelerator detecting means is not zero. It is what Even if the torque of the human-powered driving means is equal to or less than a predetermined value at which it can be easily generated, when the accelerator opening is not zero,
Since the driver wants to assist the electric motor, the assist mode is set. In addition, the same operation as that of claim 9 is achieved.

According to the eleventh aspect of the electrically assisted multi-wheeled bicycle,
In the invention of claim 10, the automatic mode switching means sets the electric mode when the torque detected by the torque detecting means is larger than a predetermined value and the accelerator opening detected by the accelerator detecting means is larger than a set value. It is characterized by. Even if the torque of the human-powered driving means is larger than a predetermined value that can be easily generated, the accelerator mode is set to the assist mode when the accelerator opening is equal to or less than the set value, but when the accelerator opening is larger than the set value, the driver operates the electric motor. I want more assistance, so I set it to electric mode. In addition, the same operation as that of the tenth aspect is achieved.

The electric assisted multi-wheeled bicycle according to claim 12 is
According to a second aspect of the invention, there is provided a mode manual switching means capable of selectively switching the traveling mode among the electric mode, the assist mode and the human power mode. Since the running mode can be selectively switched between the electric mode, the assist mode, and the human power mode by the mode manual switching means, the driver's leg force, fatigue condition, road slope, lightness of the load, etc. of the driver can be selected. You can set the desired driving mode. In addition, the same operation as that of the second aspect is achieved.

According to the thirteenth aspect of the electrically assisted multi-wheeled bicycle,
In the invention of claim 12, the mode manual switching means selects a main switch for setting whether or not to operate the electric motor, and one of an electric mode and an assist mode when the operation of the electric motor is permitted by the main switch. A sub-switch for operating the electric motor, and an accelerator detecting means for detecting the opening of the accelerator lever. When the operation of the electric motor is prohibited by the main switch, the human power mode is set. The assist mode or the electric mode can be set by the sub switch while the operation of the electric motor is permitted by the main switch. Further, the driving force of the electric motor can be operated via the accelerator lever. In addition, the same effect as that of claim 12 is obtained.

The electrically assisted multi-wheeled bicycle according to claim 14 is
In the invention of claim 13, a torque detecting means for detecting the torque of the human power driving means is provided, and when the electric mode is set by the mode manual switching means and the vehicle speed is V1 or less,
When the torque is detected by the torque detecting means, there is provided a mode switching means for switching to the human power mode regardless of the accelerator opening detected by the accelerator detecting means. Therefore, even if the electric mode is set by the mode manual switching means, if the manpower driving means operates in the region of the vehicle speed V1 or less and torque is generated, it is determined that the driver desires the manpower mode. The mode switching means switches from the electric mode to the manual mode.

The electrically assisted multi-wheeled bicycle according to claim 15 is
In the invention of claim 11 or claim 13, motor control means for controlling the electric motor based on the accelerator opening of the accelerator lever and the manual torque of the manual drive means is provided. Since the motor control means controls the electric motor based on the accelerator opening and the manpower torque, the driving force of the electric motor can be controlled in consideration of the driver's intention. In addition, the same operation as that of claim 11 or claim 13 is achieved.

The electrically assisted multi-wheeled bicycle according to claim 16 is
In the invention of claim 14, the motor control means controls in the assist mode such that the ratio of the driving force of the electric motor to the total driving force is 50% or less in the range of the vehicle speed 0 to the vehicle speed V2. In the range of the vehicle speed V3, the ratio of the driving force of the electric motor to the total driving force is controlled so as to linearly decrease as the vehicle speed increases. The vehicle speeds V2 and V3 are as exemplified in claim 2, and the motor control means controls the vehicle speed as described above, so that it can be adapted to the road traffic law enforcement regulations. In addition, the same operation as that of claim 14 is achieved.

The electric assist multi-wheeled bicycle according to claim 17
In the invention of claim 16, there is provided braking means for braking the front wheels or the rear wheels, and braking detection means for detecting whether or not the braking means is in operation, and the motor control means uses the braking detection means to operate the braking means. When is detected, the driving force of the electric motor is controlled to be reduced. Thus, since the driving force of the electric motor is reduced during braking by the braking means, the braking function can be ensured. When the electric motor is turned off at the start of braking, the traveling stability is deteriorated due to a sudden change in torque, but the driving stability of the electric motor is reduced during braking, so traveling stability can be ensured. In addition, the same effect as that of claim 16 is obtained.

The electric assisted multi-wheeled bicycle according to claim 18 is
In the invention of claim 11 or claim 13, the rotation locus of the pedal of the human power drive means partially overlaps with the left and right rear wheels in a side view. In this way, when viewed from the side, the rotation locus of the pedal of the human-powered drive partly overlaps with the left and right rear wheels, thereby reducing the size from the central axis of the pedal to the left and right rear wheels, thereby reducing the size. Can be planned. In addition, claim 11 or claim 1
It has the same effect as 3.

According to the electric assisted multi-wheeled bicycle of claim 19,
The invention according to claim 18, wherein the distance from the rotation center of the pedal of the human-powered drive unit to the rotation center of the front wheel is set larger than the distance from the rotation center of the pedal to the rotation center of the rear wheel, and the outer ends of the left and right pedals are set. The entire width is set smaller than the distance between the left and right rear wheels. Therefore, the pedal does not interfere with the left and right rear wheels. In addition, the same effect as that of claim 18 is obtained.

According to the electric assist multi-wheeled bicycle of claim 20,
In the invention of claim 19, the human power drive means has a speed-increasing gear mechanism in a transmission system for transmitting leg force from the pedal to the rear wheel. In order to reduce the vehicle height, it is desirable to reduce the wheel diameter of at least the left and right rear wheels of this electrically assisted multi-wheeled bicycle, but in that case, the vehicle speed decreases unless the rotation speed of the pedal is increased. However, the provision of the speed increasing gear mechanism can prevent a decrease in vehicle speed. However, although the torque is reduced through the speed increasing gear mechanism, there is no problem even if the torque is reduced because it can be assisted by the electric motor. In addition, the same effect as that of claim 19 is obtained.

The electrically assisted multi-wheel bicycle according to claim 21 is:
In the invention of claim 20, the transmission system is provided with clutch means capable of switching the transmission system between a connected state and a disconnected state. According to the idea of the Road Traffic Law Enforcement Regulation, it is desirable to provide the clutch means in view of the fact that the state in which the human-powered driving force can be transmitted is not regarded as the electric mode. In addition, the same effect as that of claim 20 is obtained.

The electrically assisted multi-wheeled bicycle according to claim 22 is
In the invention of claim 11 or claim 13, an electromagnetic brake for braking at least one of the rear wheels is provided. When the travel mode is manually set by the manual mode switching means, the maximum vehicle speed in the electric mode and the maximum vehicle speed in the assist mode are regulated. Therefore, the vehicle speed is regulated by the electromagnetic brake in order to comply with the regulation of the vehicle speed. It is desirable to do. In addition, the same operation as that of claim 11 or claim 13 is achieved.

[0034]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of an electrically assisted multi-wheeled bicycle according to the present invention will be described below with reference to the drawings. This embodiment is an example in which the present invention is applied to an electrically assisted three-wheeled bicycle, and as shown in FIGS. 1 to 4, this electrically assisted three-wheeled bicycle 1 (hereinafter, referred to as a three-wheeled bicycle) is a vehicle body. A frame 2, one front wheel 3, a pair of left and right rear wheels 4, a steering wheel 5 for steering the front wheels 3, a seat 6, and a rear wheel pivot mechanism for pivotally supporting the left and right rear wheels 4 on the vehicle body frame 2. 7, a human power drive system 8 for driving the left and right rear wheels 4 via the pedals 32, an electric drive system 9 for driving the left and right rear wheels 4 by the driving force of an electric motor 60, and other various accessories described later. Is equipped with. The front, rear, left and right of the three-wheeled bicycle 1 will be described below as front, rear, left and right.

As shown in FIGS. 1 to 5, the vehicle body frame 2
Is a seat tube 10, a head tube 11, a top tube 12, a down tube 13, a rear frame 1.
4, seat stay 15, shaft support case 16, rear member 1
7, the rear stay 18 and the like are integrally connected.
A seat post 20 having a seat 6 fixed to an upper end thereof is inserted into and supported by the seat tube 10.
The height positions of 0 and the seat 6 are adjustable. A handle shaft 21 integrated with the handle 5 is rotatably supported by the head tube 11,
A fork member 22 pivotally supporting the front wheel 3 is connected to the lower end of the fork 1.

As shown in FIG. 5, the rear frame 14, the shaft support case 16 and the rear member 17 are integrally connected to each other, and the shaft support case 16, the rear stay 18 and the pair of left and right wheel supports 23 provide left and right. The rear wheel 4 is supported. A mudguard 24 for the front wheels 3 and a mudguard 25 for the left and right rear wheels 4 are also provided (see FIGS. 1 and 2). In a side view, the rotation locus of the pedal 32 partially overlaps with the left and right rear wheels 4, and the distance from the rotation center of the pedal 32 to the rotation center of the front wheel 3 is from the rotation center of the pedal 32 to the rear wheel 4. Is set larger than the distance to the center of rotation, and the total width between the outer ends of the left and right pedals 32 is set smaller than the distance between the left and right rear wheels 4.

A rear wheel pivot mechanism 7 for pivotally supporting the left and right rear wheels 4 will be described. As shown in FIG. 5, the left rear wheel 4 is a driving wheel, the right rear wheel 4 is a driven wheel, and the axles for the left and right rear wheels 4 include a left axle 26 and a right axle 27. The large diameter portion 26a of the outer end portion of the left axle 26 is rotatably supported by the wheel support 23 via a bearing 28, and the large diameter portion 26a
The rear wheel 4 on the left side is fixed by bolts. Right axle 2
An attachment member 30 rotatably supported by a wheel support 23 via a bearing 29 is rotatably connected to an outer end portion of 7, and a right rear wheel 4 is fixed to the attachment member 30 with a bolt. .

The human power drive system 8 will be described. As shown in FIGS. 3 to 5, a gear crank 31 is rotatably pivoted at a cross connecting portion of the seat tube 10, the down tube 13 and the rear frame 14. Gear crank 3
A pedal 32 is attached to each of the left and right ends of the gear 1, and a front sprocket 33 is fixed to the gear crank 31.

On the other hand, as shown in FIG. 5, the shaft support case 1
6, the companion flange 34 has a plurality of bolts 34
The stationary side ring member 35 and the gear member 36 are rotatably fitted to the large-diameter portion 27a of the right axle 27 via bearings 37 and 38. The sleeved gear member 39 is rotatably fitted outside, the sleeve gear member 39 and the gear member 36 are slidably fitted around the pinion carrier 40, and the outer periphery of the gear member 36 is supported by the pinion carrier 40. A gear portion 36a that meshes with the four tapered pinions 41 formed,
A gear portion 39 a that meshes with the pinion 41 is formed on the outer peripheral portion of the gear member 39 with a sleeve. The position of the gear member 39 with the sleeve is regulated by the nut 42 and the thrust bearing 43. A rear sprocket 44 is fitted onto the pinion carrier 40 so as not to rotate relative to it, and an endless chain 45 is attached to the rear sprocket 44 and the front sprocket 33.

Sleeve part 3 of gear member 39 with sleeve
9b is a one-way clutch that is fitted in the shaft support case 16 and the sleeve shaft 46 so as to be rotatable relative to each other, and between the sleeve portion 39b and the sleeve shaft 46, the rotational driving force of the gear member 39 with a sleeve can be transmitted to the sleeve shaft 46. 47, the sleeve shaft 46 is rotatably supported by the shaft support case 16 and the companion flange 34 via a bearing 48, and the inner end portion of the left axle 26 is provided with a plurality of bolts 49 at the end portion of the sleeve shaft 46. The sleeve shaft 46 is fitted with the electric assist sprocket 66 of the electric drive system 9 by spline fitting.

A pin 51 driven by a transmission system switching actuator 50 such as a solenoid actuator is mounted on the stationary side ring member 35, and a plurality of pin holes 52 with which the pin 51 is engaged are mounted on the gear member 36. Has been formed. In the state where the actuator 50 is turned off and the pin 51 is not engaged with the pin hole 52, the gear member 36 can freely rotate, so that the driving force is not transmitted to the sleeved gear member 39 even when the rear sprocket 44 is rotationally driven. . That is, the pin 51, the pin hole 52, and the actuator 50 correspond to clutch means.

However, since the stationary side ring member 35 is restricted in rotation by the wire 81 as described later, the gear member 36 rotates when the actuator 51 is turned on and the pin 51 is engaged with the pin hole 52. Therefore, the rotation of the sprocket 44, that is, the rotation of the pinion carrier 40 is doubled through the speed increasing mechanism 55 including the gear portions 36a and 39a, the pinion 41, and the pinion carrier 40, and the gear member with the sleeve is provided. 39 is transmitted to the sleeve shaft 46 via the one-way clutch 47, and the left axle 26 and the left rear wheel 4 rotate at a double rotation speed.

Next, the electric drive system 9 will be described. As shown in FIGS. 1, 3 and 4, a left axle 26 and a right axle 27
An electric motor 60, which is a DC motor, and a gear case 61 are supported on the vehicle body frame 2 via members not shown in the figure above, and the worm gear 63 and the worm gear fixed to the output shaft of the electric motor 60 are provided in the gear case 61. Wheel 6
A worm gear reducer 62 composed of 4 and a motor side sprocket 65 coaxial with the worm wheel 64 are housed, and an endless chain 67 is attached to the motor side sprocket 65 and the electric assist sprocket 66. Therefore, when the motor side sprocket 65 is rotationally driven counterclockwise in FIG. 3 by the electric motor 60 via the worm gear reducer 62, the sprocket 66 is rotated.
Also rotates in the same direction, and the left axle 26 and the left rear wheel 4 are rotationally driven.

Next, various equipment will be described. As shown in FIGS. 1 to 4, on the left side of the seat stay 15,
A battery 70 for power supply is attached, and a control unit 71 is provided below the battery 70. A brake lever 72 for operating a brake (not shown) for braking the rear wheel 4 is provided at the left end of the handle 5, and a brake lever 73 for operating a brake (not shown) for braking the front wheel 3 is provided at the right end of the handle 5. An accelerator lever 74 for operating the driving force of the electric motor 60 is provided near the left end of the handle 5. Head tube 11
A headlight 75 and a luggage storage box 76 are attached to the front surface of the.

As shown in FIG. 5, the transmission system switching actuator 50 is attached to the rear member 17, and its output portion is connected to the pin 51 by the push-pull cable 53. A ring gear-shaped object to be detected 77 is attached to the pinion carrier 40, and a vehicle speed sensor 78 including an electromagnetic pickup that generates a pulsed vehicle speed signal each time a tooth of the object to be detected 77 is detected is provided.

As shown in FIGS. 4 and 5, the manpower torque sensor 80 for detecting the driving torque of the manpower drive system 8 has a structure for detecting the torque acting on the stationary side ring member 35 from the gear member 36, and is stationary. The wire 81 fixed to the side ring member 35 is operated to actuate the arm 83 against the compression coil spring 82, and the displacement of the arm 83 is detected by the potentiometer 84. Further, in order to detect whether the driver is seated on the seat 6 and running or pushing, the seat switch 8 is provided on the seat 6.
5 (see FIG. 7) are provided.

As shown in FIGS. 6 and 7, a key cylinder 87 of a key switch 86 is provided on the rear side of the upper end of the head tube 11, and an instrument panel 90 is provided on the upper end of the center of the handle 5. This instrument panel 90 has 3
Push-walk mode setting switch 9 for selectively switching the push-walk mode when pushing and walking without riding the wheeled bicycle 1 among the electric mode, the assist mode, and the human power mode.
1, a light switch 92 for turning on / off the headlight 75, a buzzer 93 for warning a pedestrian and its buzzer switch 94, a motor display lamp 95 for indicating that the electric motor 60 is operating, and electricity of the battery 71. A battery indicator lamp 96 and the like are provided that turn blue when the amount is normal and turn red when the amount drops abnormally. A brake switch 110 is attached to each of the brake levers 72 and 73.

Next, the control system of the three-wheeled bicycle 1 will be described. As shown in FIG. 7, the control unit 71 includes
Microcomputer including CPU 100, ROM 101 and RAM 102, and input interface 103
An output interface 104, a waveform shaping circuit 105 for shaping the detection signal of the vehicle speed sensor 78, a potentiometer 106 connected to the accelerator lever 74 by a wire, a voltage detection circuit 107 for detecting the voltage of the battery 70, A motor drive circuit 10 for controlling the drive current supplied to the electric motor 60 (traveling motor) by the PWM method.
8 is provided, and the control unit 71 has a battery 70
Power is supplied via the key switch 86, and the devices in the control unit 71 and the above-mentioned accessories are connected as shown in the drawing. A control program for mode switching control and a motor drive control, which will be described later, is input and stored in the ROM 101 in advance, and the RAM 102 is provided with various memories for controlling them. The road surface gradient sensor 111 will be described later.

Next, mode switching control and motor drive control will be described with reference to the explanatory view of FIG. 8 and the flow charts of FIGS. 9 to 12. Incidentally, the reference symbol S in the flowchart
i (i = 1, 2, ...) Indicates each step. First, the driving mode (electric mode, assist mode,
The human power mode) will be described with reference to FIG. Region A,
The electric mode is permitted in B, the assist mode is permitted in areas B, C, and D, and the human power mode is permitted in all areas. Then, in the assist mode and the human power mode, the transmission system switching actuator 50 is turned on, and in the assist mode, the actuator 50 is turned off.
It is assumed to be F. The predetermined vehicle speeds V1, V2, and V3 in FIG. 8 are, for example, V1 in accordance with the concept of the Road Traffic Law Enforcement Regulation.
= 6 km / h, V2 = 15 km / h, V3 = 24 km /
It is desirable to set h.

Next, the mode switching control will be described with reference to FIGS. This mode switching control is control that is repeatedly executed every minute time. When the control is started by turning on the key switch 86, various signals are read from the sensors and switches (S1), and the vehicle speed V and the human torque Tf are read. And the accelerator opening Ac are calculated (S2).
In this case, the vehicle speed V is obtained from the detection signal of the vehicle speed sensor 78, and the human torque Tf is obtained from the detection signal of the human torque sensor 80.
The accelerator opening Ac is calculated from the signal of the potentiometer 106.

Sheet switch 85 (sheet SW) is turned on
If you are riding on a three-wheeled bicycle at (S3: Yes
), When the vehicle speed V is equal to or lower than the vehicle speed V1 (S5: Yes), the traveling mode is set as follows. When the human power torque Tf is positive and equal to or less than the predetermined small torque α (S5: Yes) and the accelerator opening Ac is zero, the mode flag MF is set to 0 to set the human power mode (S6, S7), and the accelerator opening Ac is set. When is not zero, the mode flag MF is set to 1 to set the assist mode (S6, S8).

When the manual torque Tf is larger than the predetermined small torque α (S5: No), the mode flag MF is set to 0 to set the manual mode when the accelerator opening Ac is zero (S9, S10). Mode flag MF for setting the assist mode when the accelerator opening Ac is less than or equal to the predetermined value a
Is set to 1 (S9, S11, S12), and the mode flag MF is set to 2 to set the electric mode when the accelerator opening Ac is larger than the predetermined value a (S9, S1).
1, S13). Then, after setting the traveling mode, the process returns.

When the vehicle speed V is higher than the vehicle speed V1 and lower than the vehicle speed V3 (S4: No, S14: Yes), the traveling mode is set as follows. When the human power torque Tf is positive (S15: Yes), the mode flag MF is set to 0 to set the human power mode when the accelerator opening Ac is zero (S16, S17), and when the accelerator opening Ac is positive, the assist is performed. To set the mode, the mode flag MF is set to 1 (S16, S18). Return after setting the drive mode. When the manpower torque Tf> 0 is not satisfied, the process directly returns. When the vehicle speed V is higher than the vehicle speed V3 (S14: No), the mode flag MF is set to 0 to set the human power mode (S19), and then the process returns. On the other hand, when the user is walking on a three-wheeled bicycle and the seat switch 85 is OFF (S3: No), the process returns without switching the running mode.

As described above, in the electric mode, V≤V1
Then, it is set when Tf> α and Ac> a. In the assist mode, when V ≦ V1, 0 <Tf ≦ α and accelerator opening Ac> 0, and 0 <Tf ≦ α
It is set when 0 <Ac ≦ predetermined value a, and V1 <V
When ≦ V3, it is set when 0 <Tf, Ac> 0. The human power mode is set when Ac = 0 in V ≦ V3, and is always set in V3 <V. In this way, the traveling mode is appropriately set in consideration of the operating state of the accelerator 74 (driver's desire) and the magnitude of the human torque Tf (petal load).

Next, regarding the motor drive control, FIG.
This will be described with reference to FIG. This control is repeatedly executed every minute time. When the control is started by turning on the key switch 86, various signals from the sensors and switches and the mode flag MF are first read (S30).
Based on them, the motor torque Tm, the manual torque Tf,
The vehicle speed V and the accelerator opening Ac are calculated, and the traveling motor 6
The previous value of the drive current I of 0 is read (S31). Next, when the seat switch 85 is ON (S32: Yes)
In step S33, the control after S33 is executed.

When the flag MF is 0 and the human power mode is set (S3
3: Yes), the drive current I is set to 0 (S34),
Then return. Flag MF is 0, not in manual mode
If not (S33: No), the accelerator corresponding current value Ia is set to Ia = K × Ac (K is a predetermined constant),
The current value If corresponding to human torque is If = Tf × F (Tf)
(However, F (Tf) is set to a predetermined function having the human torque Tf as a variable) (S35). The function F
A predetermined constant may be applied instead of (Tf).

When the flag MF = 1 in the assist mode (S36: Yes), the drive current I is set as follows. That is, if braking is being performed (S37: Yes), the drive current I is set to a value obtained by subtracting the predetermined small value b from the previous drive current I (S38). And, while not braking (S3
7: No) and the vehicle speed V is less than or equal to the vehicle speed V2 (S39: Yes)
In the case of Tm ≦ Tf (S40: Yes), the drive current I is set to the human power torque corresponding current value If (S4).
1) When Tm> Tf, the drive current I is set to a value obtained by subtracting the predetermined small value c from the previous drive current I (S4).
2). When the vehicle speed V is equal to or lower than the vehicle speed V2, S40 to S40
Through step 42, the assist ratio of the traveling motor 60 is controlled to be 0.5 or less.

When V2 <V ≦ V3 (S39: No, S
43: Yes), it is determined whether or not Tm ≦ Tf × F (V) (S44). Here, the function F (V) of the vehicle speed V is a predetermined function having the vehicle speed V for realizing the line segment LF shown in FIG. 8 as a variable. When the determination in S44 is Yes, the drive current I is set to If × F (V) (S45), and S
When the determination at 44 is No, the drive current I is set to a value obtained by subtracting the predetermined small value d from the previous drive current I (S4
6). During traveling of V2 <V ≦ V3, the assist ratio of the traveling motor 60 is set to the value shown in FIG. 8 through the steps of S44 to S46.
Is controlled so as to be equal to or less than the line segment LF.

When the vehicle speed V is higher than V3 (S43: N
In o), since the assist by the motor 60 is not permitted, the drive current I is set to 0 even in the assist mode (S47). Next, in the case of the electric mode with the flag MF = 2 (S36: No), the driving current I is set to a value obtained by subtracting the predetermined small value b from the previous driving current I during braking (S48: Yes) ( S49), and when the braking is not being performed (S48: No), the drive current I is the accelerator corresponding current value I.
It is set to a (S50). After setting the drive current I in each step as described above, the process proceeds to S51, and the control signal for setting the drive current of the traveling motor 60 to I is the motor drive circuit 1
08, and then returns and the same control as described above is repeatedly executed every minute time.

On the other hand, when the user is walking while pushing a three-wheeled bicycle, the seat switch 85 is OFF, and the determination in S32 is
Since the answer is No, in this case, in S52, the control of FIG. 12 according to the setting of the push-walking mode setting switch 91 is executed. The mode shown in FIG. 12 is a push-walking mode (including a human power mode, an assist mode, and an electric mode) different from the running mode and is set by the setting switch 91. In the human power mode (S60: Yes) Is set to 0 (S61).

In the assist mode (S62: Yes), the driving electric power I is set to a predetermined small value C1 (S6).
3) When the accelerator opening Ac> 0 (S64: Yes)
), The driving electric power I is set to a value obtained by multiplying the driving electric power I set in S63 by a predetermined coefficient γ (γ> 1, for example γ = 1.2) (S65), and Ac is not 0, and When (S
66: Yes) is set to a value obtained by multiplying the driving electric power I set in S63 by a predetermined coefficient δ (δ <1, for example, δ = 0.7) (S67), and not Ac> 0. When the vehicle is not braking (S66: No), the drive electric I is set to S6.
The drive electric power I set in 3 is set (S68).

In the electric mode instead of the assist mode (S
69: Yes), the driving electric power I is a predetermined value C2 (however,
C2> C1) is set (S70), and then the process proceeds to S64. After setting the drive electric I in each step, S7
In 1, the control signal for driving electric power I is output to the motor drive circuit 108, and then the process returns.

The operation of the above mode switching control and motor drive control will be described below. As mentioned above, automatically under the limitation of vehicle speed V according to the Road Traffic Law Enforcement Regulation,
It can be selectively switched between the electric mode, the assist mode, and the human power mode, and the assist rate by the electric motor 60 in the assist mode also conforms to the Road Traffic Law Enforcement Regulations. can do. In particular, since the vehicle can travel at a low speed in the electric mode, it is suitable for traveling uphill, and particularly suitable for elderly people, women and the like who have weak leg strength to travel on a sloped road.

Since the traveling mode is switched using the accelerator opening Ac, the human torque Tf, and the vehicle speed V as parameters, it is possible to appropriately set the assist mode or the electric mode in consideration of the driver's desire (intention) and the load acting on the leg. . In the assist mode, since the drive current I is set according to the human torque Tf, the assist rate can be easily maintained at 0.5. Since the accelerator lever 74 is provided so that the driving force of the motor 60 can be operated, the motor 6 can be operated according to various conditions such as leg strength, degree of fatigue, preference, tire pressure, light weight of luggage, road gradient, and vehicle speed.
The driving force of 0 can be adjusted appropriately, making the bicycle easy to use. Further, since the traveling mode is automatically set, the maneuvering operation is simplified.

Speed increasing mechanism 5 for doubling the speed of a human power drive system
Since 5 is provided, it is not necessary to increase the rotation speed of the pedal so much, fatigue in the assist mode and the human power mode is reduced, and the diameter of the rear wheel 4 can be set to be small, so that the bicycle can be downsized and the vehicle body can be reduced. A low center of gravity can be achieved. Further, since the transmission system switching actuator 50 is provided, manual operation for switching the transmission system is not required.
In the motor drive control, the drive current I is gradually reduced during braking in the assist motor or the electric mode, so that the traveling stability is not deteriorated by the sudden change of the motor torque. Since the seat switch 85 is provided, it is possible to reliably detect the state in which the driver gets on and execute the mode switching control and the motor drive control suitable for the state.

Since the rotation locus of the pedal 32 partially overlaps with the left and right rear wheels 4 in a side view, the size from the center of the pedal 32 to the rear wheel 4 can be reduced to achieve miniaturization. . Since the total width between the outer ends of the left and right pedals 32 is set smaller than the distance between the left and right rear wheels 4, there is no interference between the pedals 32 and the left and right rear wheels 4. Further, the distance from the rotation center of the pedal 32 to the rotation center of the front wheel 3 is
Since it is set to be larger than the distance from the rotation center of to the rotation center of the rear wheel 4, while reducing the total length of the bicycle,
It is possible to prevent a decrease in steering stability. In this way, the bicycle has been designed so as to reduce its overall length and height, so that the dimensions of this electric-assisted three-wheeled bicycle 1 should match those of the electric wheelchair under the Road Traffic Law Enforcement Regulations. It can also be configured to.

Next, a modification of the mode switching control for automatically switching the traveling modes will be briefly described with reference to FIGS. 13 to 15. In this mode switching control,
The traveling mode is set using the road surface gradient θ as a parameter instead of the manual torque Tf. Therefore, a road surface gradient sensor 111 for detecting the road surface gradient as shown in FIG. 13 is used. The road surface gradient sensor 111 rotates with respect to the case 112 about a case 112 fixed to an appropriate portion of the vehicle body frame 2, an arc-shaped potentiometer 113 housed in the case 112, and a rotation shaft 114. Possible lever 115 and weight 1 attached to the tip of lever 115
16 and the lever 1 with respect to the case 112 when the body frame 2 is tilted forward and backward from the horizontal traveling posture.
The rotation angle of 15 is detected by the potentiometer 113.

This mode switching control is similar to the control shown in FIGS. 9 and 10, and will be briefly described with reference to FIGS. 14 and 15. When the vehicle speed V ≦ V1, the traveling mode is set as follows. Road slope θ is 0 ≦ θ ≦ β
When (β is a predetermined small value), the human power mode is set when Ac = 0, and the assist mode is set when Ac> 0 (S84 to S87). When θ> β, the human power mode is set when Ac = 0, the assist mode is set when 0 <Ac ≦ a (predetermined small value), and the electric mode is set when Ac> a (S88- S93). When θ <0 and the vehicle is downhill, the human power mode is set (S94, S95).

When V1 <V≤V3, the traveling mode is set as follows. When θ ≧ 0, the human power mode is set when Ac = 0, and the assist mode is set when Ac> 0 (S97 to S100). Also, θ
When <0, the human power mode is set (S101, S1).
02). On the other hand, when V3 <V, the human power mode is set (S96, S103). Since the running resistance is substantially proportional to the road surface gradient θ, as described above, the accelerator opening Ac (driver's request) and the road surface gradient θ (running resistance) are set.
The driving mode can be appropriately set automatically in consideration of the above.

Other Embodiment 1 ... See FIGS. 16 to 21 Next, another embodiment in which the above embodiment is partially modified will be described. First, the modified structure of the human power drive system 8 will be described. As shown in FIG.
Gear member 120 in which the stationary side ring member 35 is integrated
The wire 81 is connected to the gear member 120, and the idle sprocket 121 is attached to the pinion carrier 40.
Is mounted so as to freely rotate and the rear sprocket 44 is fitted by spline fitting, and a derailleur 122 for switching the endless chain 45 between the idle sprocket 121 and the rear sprocket 44 is provided. In addition, in the case of this three-wheeled bicycle, a switching lever (not shown) for switching the derailleur 122 is provided at the right end of the handlebar 5 in addition to the brake lever 73, and the switching lever is connected to the derailleur 122 by a wire. .

On the left axle 26 and the wheel support 28,
An electromagnetic brake 130 as shown in FIG. 17 is provided. Next, the electromagnetic brake 130 will be described.
In FIG. 17, a cover 131 is attached to the wheel support 28.
And the yoke 132 are fixed, and the coil 1 is attached to the yoke 132.
33 are mounted. The spline hub 134 fixed to the large diameter portion 26a of the left axle 26 is attached to the spline boss 135.
Are spline-fitted, a cover 136 is fixed to the spline boss 135, an armature 137 is fixed to the cover 136, and a braking force is applied when the coil 133 is energized. In addition, this electromagnetic brake 1
30 is also operated by the brake lever 72 at the left end of the handle 5, and an electromagnetic braking force corresponding to the operation amount of the brake lever 72 is generated.

Next, the control system will be described with reference to FIG. Since this control system is substantially the same as the control system in FIG. 7, the same components are designated by the same reference numerals, and the description thereof will be omitted. Only different configurations will be described. Mode setting switch 91
A (mode setting SW) is the same as the push-walking mode setting switch 91, and is commonly applied to the setting of the running mode and the push-walking mode. A drive circuit 138 for driving the electromagnetic brake 130 is also provided, and the transmission system switching actuator 50 is omitted. ROM 101
The control program for mode setting control for manually setting the traveling mode and the motor drive control for driving and controlling the traveling motor 60 are stored in advance.

The mode setting control will be described with reference to FIG. When this control is started by turning on the key switch 86, various signals are read from the sensors and switches (S110), and then the seat switch 85 is turned on.
So, if you are riding on a bicycle (S11
1: Yes), it is determined based on a signal from the mode setting switch 91A whether or not the human power mode is set (S112). When the human power mode is set, the mode flag MF is set.
Is set to 0 (S112: Yes, S113), and when the assist mode is set, the mode flag MF is set to 1 (S112: No, S114: Yes, S1).
15), when the electric mode is set (S114:
In No, the mode flag MF is set to 2 (S11
6) The process returns after setting the flag in each step, and this control is repeatedly executed.

Next, regarding the motor drive control, FIG.
This will be described with reference to FIG. 21, but this motor drive control is almost the same as the motor drive control of the above-described embodiment, so only different configurations will be described. In S133, the vehicle speed V
Is V2 <V ≦ V3-λ (where λ is 2 to 4 km /
If h is a predetermined small value), S134 to S136 similar to S44 to S46 of the motor drive control are executed. Then, in the case of V3-λ <V ≦ V3 (S137:
Yes), the drive current I is set to a value obtained by subtracting a predetermined small value d from the previous drive current I, and a control signal for operating the electromagnetic brake 130 is output to the drive circuit 138 (S138). When the vehicle speed V> V3 (S
137: No), the drive current I is switched to 0 and the flag MF is switched to 0 to forcibly switch to the human power mode (S139).

As described above, in the assist mode, when the vehicle speed V approaches V3, the drive current I is controlled to be reduced and the electromagnetic brake 130 is operated, and the vehicle speed V is V3.
When it exceeds, the operation of the motor 60 is stopped and the mode is forcedly switched to the human power mode, so that the vehicle speed V does not become higher than V3 in the assist mode.

In the electric mode (S126: No), the vehicle is not braking and the vehicle speed V≤V1-μ (where μ is 2 for example).
In case of a predetermined small value of 4 km / h) (S141: N
o, S142: Yes), the drive current I is set to the accelerator-corresponding drive current Ia (S143). When braking (S141: Yes) and V1-μ <V ≦ V1 (S
144: Yes), the drive current I is set to a value obtained by subtracting a predetermined small value d from the previous drive current I, and a control signal for operating the electromagnetic brake 130 is set to the drive circuit 13.
8 is output (S145). When vehicle speed V> V1 (S
144: No), the drive current I is set to a value obtained by subtracting the predetermined small value d from the previous drive current I, and the flag M is set.
F is switched to 1 and forcibly switched to the assist mode (S146). When the seat switch 85 is OFF (S122: No), the above-mentioned S52 is executed in S147.
The same control as is executed.

Thus, in the electric mode, the vehicle speed V
When the vehicle speed V exceeds V1, the drive current I is controlled to be reduced and the electromagnetic brake 130 is activated. When the vehicle speed V exceeds V1, the current of the motor 60 is controlled to be reduced and the assist mode is compulsorily switched. The vehicle speed V never becomes higher than V1 in the electric mode.

The operation of the above mode switching control and motor drive control will be described. Since the traveling mode is manually set, the traveling mode desired by the driver can be easily set, and the traveling mode can be switched during traveling. When the traveling mode is manually set, it is difficult to make the vehicle speed V in the electric mode and the assist mode conform to the road traffic law enforcement regulations, but the electromagnetic brake 130 is provided to control the motor drive and the electromagnetic brake as described above. It is possible to comply with road traffic laws by control.
In addition, basically, the same operation as that of the above-described embodiment can be obtained.

In this embodiment, when the driver sets the electric mode, the derailleur 122 is switched to the idle sprocket 121 side via the switching lever. However, the transmission system switching actuator 50 of the above-described embodiment may be provided, and the actuator 50 may be turned on only in the assist mode and the human power mode, as in the above-described embodiment.

Another Embodiment 2 ... See FIG. 22 Next, another embodiment of the mode switching control will be described with reference to FIG.
2 will be described. When this mode switching control is applied, a main switch (not shown) is provided, and when this main switch is OFF, the human power mode is set,
When the main switch is ON, the traveling mode (electric mode, assist mode, human power mode) is automatically set.

This mode switching control is a control which is repeatedly executed every minute time. When the control is started by turning on the key switch 86, various signals are read from the sensors and switches (S150) and the vehicle speed V is changed. Manual torque Tf
And the accelerator opening Ac are calculated (S151).

Sheet switch 85 (sheet SW) is turned on
If you are riding a three-wheeled bicycle at (S152: Ye
s), when the main switch is OFF (S153:
No) is the mode flag MF to set the manual mode.
Is set to 0 (S154). On the other hand, when the main switch is ON (S153: Yes), the traveling mode is set as follows. If vehicle speed V ≦ V1, Ac = 0
If so, the mode flag MF is set to 0 to set the manual mode (S156, S157), and when Ac> 0 and Tf> 0, the mode flag MF is set to 1 to set the assist mode ( S156-S159),
When Ac> 0 and Tf = 0, the mode flag MF is set to 2 to set the electric mode (S156,
S158, S160).

When V1 <V ≦ V3, if Ac = 0, the mode flag MF is set to 0 to set the manual mode (S161 to S163), and if Ac> 0, the assist mode is set. Therefore, the mode flag MF is set to 1 (S162, S164). If V3 <V, the mode flag MF is set to 0 to set the manual mode (S161, S165). It should be noted that after the flag MF is set in each step, the process returns and the above control is repeatedly executed every minute time.

As described above, in the case of V ≦ V1, if the manpower torque Tf is not generated even when the accelerator lever 74 is operated, it is determined that the driver desires the electric mode and the electric mode is set. When the accelerator lever 74 is operated and the manpower torque Tf is generated, the assist mode is set assuming that the driver also intends to drive. When V1 <V ≦ V3, the electric mode cannot be set. Therefore, if Ac = 0, the human power mode is set, and if Ac> 0, the assist mode is set.
In this way, the traveling mode can be appropriately set according to the accelerator operation state and the pedal driving state of the driver.

Another Embodiment 3 ... See FIG. 23 Next, another embodiment of the mode switching control will be described with reference to FIG.
3 will be described. When this mode switching control is applied, a main switch (not shown) is provided, and when this main switch is OFF, the human power mode is set,
When the main switch is ON, the traveling mode (electric mode, assist mode, human power mode) is automatically set.

This mode switching control is a control which is repeatedly executed every minute time. When the key switch 86 is turned on, the human power mode is set when the main switch is OFF, and this control is performed when the main switch is ON. When started, various signals are read from the sensors and switches (S170), and the vehicle speed V, the human torque Tf, and the accelerator opening Ac are calculated (S171).

Sheet switch 85 (sheet SW) is turned on
If you are riding a three-wheeled bicycle at (S172: Ye
In s), the driving mode is automatically set as follows. When the vehicle speed V ≦ V1, the mode flag MF is set to 1 to set the assist mode when 0 <Tf (S173 to S175), and the electric mode is set when 0 <Ac instead of 0 <Tf. Therefore, the mode flag MF is set to 2 (S174 to S177). When 0 <Tf and 0 <Ac are not satisfied, the process returns (S174,
S176).

When V1 <V ≦ V3, the mode flag MF is set to 1 to set the assist mode mode (S178, S179), and when V3 <V, the mode flag MF is set to set the human power mode. It is set to 0 (S178, S180). In each step, the flag MF
After setting, the process returns and the above control is repeatedly executed at every minute time.

As described above, in the case of V ≦ V1, when the human power torque Tf is generated, the assist mode is set assuming that the driver also intends to drive, and the human power torque is generated. If the accelerator lever 74 is not operated, the driver sets the electric mode assuming that the driver desires the electric mode. When V1 <V ≦ V3, the electric mode cannot be set, so the assist mode is set. If V3 <V, neither the electric mode nor the assist mode can be set, so the human power mode is set. In this way, the traveling mode can be appropriately and automatically set according to the accelerator operation state and the pedal driving state of the driver.

Another Embodiment 4 ... See FIG. 24. Next, another embodiment of the mode switching control will be described with reference to FIG.
4 will be described. When this mode switching control is applied, a main switch (not shown) is provided, and when this main switch is OFF, the human power mode is set,
When the main switch is ON, the traveling mode (electric mode, assist mode, human power mode) is automatically set.

This mode switching control is control repeatedly executed every minute time. When the main switch is OFF while the key switch 86 is turned on, the manual mode is set, and when the main switch is ON, this control is executed. When started, various signals are read from the sensors and switches (S190), and the vehicle speed V, the human torque Tf, and the accelerator opening Ac are calculated (S191).

When the seat switch 85 is ON and the user is traveling on a three-wheeled bicycle (S192: Yes), the traveling mode is automatically set as follows. Vehicle speed V ≦ V1
In the case of 0, the mode flag MF is set to 0 in order to set the human power mode when 0 <Tf (S193 to S19).
5) When 0 <Ac instead of 0 <Tf, the mode flag MF is set to 2 to set the electric mode (S1
94 to S197), and if 0 <Tf and not 0 <Ac, the process returns (S194, S196).

When V1 <V≤V3, the mode flag MF is set to 1 to set the assist mode mode (S198, S199), and when V3 <V, the mode flag MF is set to set the human power mode. It is set to 0 (S198, S200). In each step, the flag MF
After setting, the process returns and the above control is repeatedly executed at every minute time.

As described above, when V ≦ V1, the human power mode is set when the human power torque Tf is generated, and the human power torque Tf is not generated, and the accelerator lever 7 is not generated.
4 is being operated, the electric mode is set assuming that the driver desires the electric mode. V1 <V ≦ V
In the case of 3, since the electric mode cannot be set, the assist mode is set. If V3 <V, neither the electric mode nor the assist mode can be set, so the human power mode is set. In this way, the traveling mode can be appropriately and automatically set according to the accelerator operation state and the pedal driving state of the driver.

Another Embodiment 5 ... See FIGS. 25 and 26. Next, another embodiment of the mode switching control will be described. When this mode switching control is applied, as a mode setting switch for selectively setting the electric mode, the accelerator mode, and the human power mode, as shown in FIG.
On the instrument panel 90, a main switch 140 that can be switched between an ON position and an OFF position, and the main switch 14
The sub switch 141 is effective when 0 is in the ON position and is capable of selectively setting the electric mode and the assist mode.

This mode switching control is control repeatedly executed every minute time. When the main switch 140 is OFF while the key switch 86 is turned on, the human power mode is set and the main switch is turned ON.
When this control is started, various signals are read from the sensors and switches (S210), and the vehicle speed V, the human torque Tf, and the accelerator opening Ac are calculated (S211).

When the seat switch 85 is ON and the user is traveling on a three-wheeled bicycle (S192: Yes), the traveling mode is automatically set as follows. When the sub switch 141 is in the "assist" position (S213: No)
If the vehicle speed V is V3 or less, the flag MF is set to 1 to set the assist mode (S214, S21
5) When the vehicle speed V is not V3 or less, the flag MF is set to 0 to set the human power mode (S214, S2).
16).

When the sub switch 141 is in the "electric" position (S213: Yes), the vehicle speed V is V1 or less (S2).
17: Yes), if the human power torque Tf is generated, the human power mode is set (S218, S219), and the human power torque T is set.
When f is not generated and the accelerator opening Ac is larger than 0, the flag MF is set to 2 to set the electric mode (S220, S221). However, S220
When the result of judgment is No, the process directly returns. Also,
Even if the sub switch 141 is in the “electric” position, if the vehicle speed V ≦ V1 is not satisfied, the flag MF is set to 0 to set the human power mode (S217: No, S22).
2). As described above, the human power mode can be constantly set by setting the main switch 140 to OFF, and the traveling mode is automatically set in consideration of the setting of the sub switch 141 on condition that the main switch 140 is ON. Can be set.

Various modifications that partially modify the above-described embodiment and other embodiments will be described. 1] Since the traveling motor 60 is a DC motor, the torque changes according to the driving electric power I, and the rotation speed changes according to the driving voltage. Therefore, in the motor driving control, the driving current I and the driving current of the motor 60 are driven. It may be configured to control the voltage.

2] The transmission system switching actuator 50, the pin 51, and the pin hole 52 in the above-described embodiment are omitted, and the gear member 36 and the stationary side ring member 35 are integrated so that it cannot be manually driven in the electric mode. In order to do so, a pedal lock mechanism (not shown) may be provided to lock or unlock the gear crankshaft of the pedal 32 so that it cannot rotate. The pedal lock mechanism may be manually switchable between a lock position and an unlock position, or may be switchable between a lock position and an unlock position by an electromagnetic actuator.

3] Although the above embodiment has been described by taking an electrically assisted three-wheeled bicycle as an example, the present invention can be similarly applied to an electrically assisted four-wheeled bicycle. Further, it is needless to say that the present invention can be implemented by adding various changes to the configuration of each part of the above-described embodiment without departing from the spirit of the present invention.

[0102]

According to the invention of claim 1, one wheel or two wheels are provided.
Front wheels, a pair of left and right rear wheels, a steering wheel for steering the front wheels, a human power drive means for driving the rear wheels with leg force of an occupant, and an electric drive including an electric motor for driving the rear wheels. And an assist mode in which the vehicle is driven only by the driving force of the electric motor, an assist mode in which the vehicle is driven by the driving force of the electric motor and the leg force, and a traveling mode that is performed only by the leg force. Since it is configured to be able to switch to the human power mode selectively, it is not possible to drive in an appropriate driving mode according to various conditions such as driver's leg strength and taste, lightness of luggage, slope grade, vehicle speed, etc. Can be effectively utilized.

In the invention of claim 2, the same effect as in claim 1 is obtained, but the electric mode is set in the range of vehicle speed 0 to a predetermined low vehicle speed V1, and the assist mode is vehicle speed 0 to V1.
It is set in a range of a higher predetermined vehicle speed V2 and a range of a predetermined vehicle speed V3 higher than the vehicle speeds V2 to V2, and the human power mode is set at an arbitrary vehicle speed. For example, the vehicle speed V1 is 6km
By setting the vehicle speeds V1, V2 and V3 such that the vehicle speed V2 is 15 km / h, the vehicle speed V2 is 15 km / h, and the vehicle speed V3 is 24 km / h, an electrically assisted multi-wheeled bicycle conforming to the Road Traffic Law Enforcement Regulations can be obtained.

According to the third aspect of the invention, the same effect as that of the second aspect is obtained, but since the mode automatic switching means for automatically switching the running mode among the electric mode, the assist mode and the human power mode is provided. The driving mode can be automatically switched between the electric mode, the assist mode, and the human power mode, and the driving mode can be switched so as not to violate the road traffic law enforcement regulations.

According to the invention of claim 4, the same effect as that of claim 3 is obtained, but a main switch capable of setting the traveling mode to the manpower mode is provided, and when the manpower mode is not set by this main switch, Since the mode automatic switching means is configured to automatically switch the running mode, it is convenient because the manpower mode can be set with the main switch when the manpower mode is desired, and it is convenient when the manpower mode is not set with the main switch. , Driving modes can be automatically set so as not to violate the Road Traffic Law Enforcement Regulations.

In the invention of claim 5, the same effect as in claim 4 is obtained, but an accelerator lever for operating the driving force of the electric motor is provided, and a torque detecting means for detecting the torque of the human power driving means and an accelerator. Accelerator detecting means for detecting the opening degree of the lever and vehicle speed detecting means for detecting the vehicle speed are provided. Since the mode automatic switching means switches the traveling mode by using the detection signals of these three detecting means, the accelerator lever is used. The driving force of the electric motor can be operated by adjusting the driving force of the electric motor to a desired magnitude desired by the driver.

The electric mode is restricted by the vehicle speed,
Since the assist mode is restricted by the vehicle speed, the driving force of the human power, and the driving force of the electric motor, the torque of the human power driving means, the accelerator opening (that is, the driving force of the electric motor), and the vehicle speed are used to determine 3 You can switch appropriately between the two driving modes.

In the invention of claim 6, the same effect as in claim 5 is obtained, but the automatic mode switching means is the vehicle speed V.
In the range of 1 or less, when the torque is detected by the torque detecting means, the assist mode is set regardless of the accelerator opening detected by the accelerator detecting means. Therefore, the assist mode is set according to the driver's intention. , Three modes can be obtained taking into consideration the driver's intention.

According to the invention of claim 7, the same effect as that of claim 5 is obtained, but the automatic mode switching means is the vehicle speed V.
In the range of 1 or less, when the torque is detected by the torque detection means, the human power mode is set regardless of the accelerator opening detected by the accelerator detection means. Therefore, the human power mode is set in accordance with the driver's intention, and the driver Taking into account the intention of, three modes can be obtained.

In the invention of claim 8, the same effect as in claim 4 is obtained, but an accelerator lever for operating the driving force of the electric motor is provided, and a gradient detecting means for detecting the gradient of the traveling road surface and the accelerator lever are provided. An accelerator detecting means for detecting the opening degree of the vehicle and a vehicle speed detecting means for detecting the vehicle speed are provided, and the mode automatic switching means switches the traveling mode by using the detection signals of these three detecting means. The driving force of the electric motor can be operated, and the driving force of the electric motor can be adjusted to a desired magnitude desired by the driver. Since the torque of the human-powered driving means and the gradient of the traveling road surface are substantially proportional to each other, three traveling modes are selected by using the gradient of the traveling road surface, the accelerator opening (that is, the electric motor and the driving force), and the vehicle speed. Therefore, it is possible to switch appropriately.

In the invention of claim 9, the same effect as in claim 5 is obtained, but the automatic mode switching means is detected by the accelerator detecting means regardless of the magnitude of the torque detected by the torque detecting means. When the accelerator opening is zero, the human power mode is set. When the accelerator opening is zero, the driver does not want to assist the electric motor, so the human power mode is set regardless of the magnitude of the torque of the human power drive means.

According to the tenth aspect of the present invention, the same effect as the ninth aspect is achieved, but the automatic mode switching means has an accelerator detected by the accelerator detecting means when the torque detected by the torque detecting means is less than a predetermined value. When the opening is not zero, the assist mode is set. Even if the torque of the human-powered driving means is equal to or less than a predetermined value that can be easily generated, when the accelerator opening is not zero, the driver wants to assist the electric motor, so the assist mode is set. Therefore, the assist mode can be set according to the driver's intention.

According to the invention of claim 11, claim 10 is provided.
Although the same effect as described above is obtained, the torque detected by the torque detection means is larger than the predetermined value in the automatic mode switching means,
When the accelerator opening detected by the accelerator detecting means is larger than the set value, the electric mode is set. Even if the torque of the human-powered driving means is larger than a predetermined value that can be easily generated, the accelerator mode is set to the assist mode when the accelerator opening is equal to or less than the set value, but when the accelerator opening is larger than the set value, the driver operates the electric motor. I want more assistance, so I set it to electric mode. Therefore, the electric mode can be set according to the driver's intention.

According to the twelfth aspect of the present invention, the same effect as that of the second aspect is obtained, but the mode manual switching means for selectively switching the traveling mode among the electric mode, the assist mode and the human power mode is provided. The driving mode desired by the driver can be set according to the driver's leg strength, tiredness, road surface gradient, lightness of luggage, and the like.

In the thirteenth aspect of the present invention, the twelfth aspect of the present invention is provided.
Although the same effect as described above is obtained, the mode manual switching means selects a main switch for setting whether or not the electric motor can be operated and an electric mode or an assist mode in a state where the operation of the electric motor is permitted by the main switch. Since it has a sub-switch that is set dynamically, and an accelerator lever that operates the driving force of the electric motor is provided, the main switch prohibits the operation of the electric motor to enter the human power mode, and the main switch allows the operation of the electric motor. In this state, the sub switch can set the assist mode or the electric mode. Further, the driving force of the electric motor can be operated via the accelerator lever, and the accelerator opening can be detected by the accelerator detecting means.

In the fourteenth aspect of the present invention, the thirteenth aspect is provided.
Although the same effect is obtained, a torque detecting means for detecting the torque of the human power driving means is provided, the electric mode is set by the mode manual switching means, the vehicle speed is V1 or less, and the torque is detected by the torque detecting means. Since the mode switching means for switching to the human power mode is provided regardless of the accelerator opening detected by the accelerator detection means, even when the electric mode is set by the mode manual switching means, the human power drive means operates in the region of the vehicle speed V1 or less. When the torque is generated due to the operation, it is possible to switch from the electric mode to the manual mode assuming that the driver wants the manual mode.

According to the invention of claim 15, claim 11
Alternatively, the same effect as the thirteenth aspect can be obtained, but since the motor control means for controlling the electric motor based on the accelerator opening degree and the manual torque is provided, the driving force of the electric motor is controlled in consideration of the intention of the driver. be able to.

In the sixteenth aspect of the present invention, the fourteenth aspect is provided.
In the assist mode, the motor control means performs control so that the ratio of the driving force of the electric motor to the total driving force is 50% or less in the assist mode, and the vehicle speed V2 is obtained. In the range of the vehicle speed V3, the ratio of the driving force of the electric motor to the total driving force is controlled so as to linearly decrease as the vehicle speed increases.
If 3 is set as described above, the road traffic law enforcement regulations can be met.

In the seventeenth aspect of the present invention, the sixteenth aspect is provided.
The same effect as described above is provided, but it has a braking means for braking the front wheels or the rear wheels, and a braking detection means for detecting whether or not the braking means operates, and the motor control means uses the braking detection means to operate the braking means. When is detected, the control is performed so as to reduce the driving force of the electric motor. Therefore, the braking function can be secured by reducing the driving force of the electric motor during braking by the braking means. When the electric motor is turned off at the start of braking, the traveling stability is deteriorated due to a sudden change in torque, but the driving stability of the electric motor is reduced during braking, so traveling stability can be ensured.

In the eighteenth aspect of the invention, there is provided the eleventh aspect of the invention.
Alternatively, the same effect as that of claim 13 is achieved, but in a side view,
Since the rotation locus of the pedal of the human-powered driving means partially overlaps with the left and right rear wheels, the size from the central axis of the pedal to the left and right rear wheels can be reduced, and the size can be reduced.

According to the invention of claim 19, claim 18 is provided.
Although the same effect as described above is obtained, the distance from the rotation center of the pedal of the human power drive unit to the rotation center of the front wheel is set to be larger than the distance from the rotation center of the pedal to the rotation center of the rear wheel,
Since the entire width between the outer ends of the left and right pedals is set smaller than the distance between the left and right rear wheels, the pedal does not interfere with the left and right rear wheels.

In the invention of claim 20, claim 19 is provided.
Although the same effect as described above is obtained, the human power drive means has the speed increasing gear mechanism in the transmission system for transmitting the leg force from the pedal to the rear wheels, so at least the wheel diameters of the left and right rear wheels are reduced in order to reduce the vehicle height. Even if set, it is possible to prevent a decrease in vehicle speed.

According to the invention of claim 21, claim 20 is provided.
Although the same effect as described above is obtained, since the transmission system is provided with the clutch means capable of switching the transmission system between the connected state and the disconnected state, it is possible to realize the electric mode that conforms to the idea of the Road Traffic Law Enforcement Regulation.

In the invention of claim 22, claim 11 is provided.
Alternatively, the same effect as the thirteenth aspect is obtained, but since the electromagnetic brake for braking at least one rear wheel is provided, when the traveling mode is manually set by the manual mode switching means, the maximum vehicle speed in the electric mode, The vehicle speed can be regulated by the electromagnetic brake so as to comply with the regulation of the vehicle speed such as the maximum vehicle speed in the assist mode.

[Brief description of the drawings]

FIG. 1 is a plan view of an electrically assisted three-wheeled bicycle according to an embodiment of the present invention.

FIG. 2 is a front view of a three-wheeled bicycle.

FIG. 3 is a left side view of a three-wheeled bicycle.

FIG. 4 is a right side view of the three-wheeled bicycle.

FIG. 5 is a sectional view of essential parts of a rear wheel pivot mechanism, a human power drive system, and an electric drive system.

FIG. 6 is a plan view of an instrument panel.

FIG. 7 is a block diagram of a control system.

FIG. 8 is an explanation of a driving mode using vehicle speed and electric assist rate as parameters.

FIG. 9 is a part of a flowchart of mode switching control.

FIG. 10 is the rest of the flowchart of the mode switching control.

FIG. 11 is a flowchart of motor drive control.

12 is a flowchart of a subroutine of S52 of FIG.

FIG. 13 is a side view of a road surface gradient sensor used for a mode switching control of a modified example.

FIG. 14 is a part of a flowchart of a mode switching control of a modified example.

FIG. 15 is the rest of the flowchart of the mode switching control of the modified example.

FIG. 16 is a cross-sectional view of essential parts of a rear wheel pivotal support mechanism, a human-powered drive system, and an electric drive system in another Embodiment 1.

17 is a cross-sectional view of the electromagnetic brake of FIG.

FIG. 18 is a block diagram of a control system according to another embodiment 1.

FIG. 19 is a flowchart of mode setting control according to another embodiment.

FIG. 20 is a part of a flowchart of motor drive control according to another embodiment 1.

FIG. 21 is the rest of the flowchart of the motor drive control according to the first embodiment.

FIG. 22 is a flowchart of mode switching control according to another embodiment 2.

FIG. 23 is a flowchart of mode switching control according to another embodiment 3.

FIG. 24 is a flowchart of mode switching control according to another embodiment 4.

FIG. 25 is a plan view of a main switch and a sub switch according to another embodiment 5.

FIG. 26 is a flowchart of mode switching control according to another embodiment 5.

[Explanation of symbols]

 1 Electric Assist 3 Wheel Bicycle 2 Body Frame 3 Front Wheel 4 Rear Wheel 8 Human Power Drive System 9 Electric Drive System 32 Pedal 50 Transmission System Switching Actuator 51 Pin 52 Pin Hole 55 Speed-up Mechanism 60 Running Motor (Electric Motor) 70 Battery 71 Control unit 74 Accelerator lever 78 Vehicle speed sensor 80 Human torque sensor 91 Pushing mode setting switch 106 Potentiometer 108 Motor drive circuit 111 Road gradient sensor 130 Electromagnetic brake 140 Main switch 141 Sub switch

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Naohiko Matsuo 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Engineering Co., Ltd.

Claims (22)

[Claims] 1. A front wheel of one or two wheels, a pair of left and right rear wheels, a steering handle for steering the front wheels, a human power drive means for driving the rear wheels by leg force of an occupant, and rear wheels. And an electric drive unit including an electric motor for driving the vehicle, which is one of three traveling modes in a state in which an occupant is riding, the electric mode in which only the driving force of the electric motor is used for traveling, and the driving force and leg force of the electric motor are used for traveling. An electrically assisted multi-wheeled bicycle characterized by being configured so that it can be selectively switched between the assist mode for running and the human power mode for running only with leg power. 2. The electric mode is a vehicle speed 0 to a predetermined low vehicle speed V.
It is set in the range of 1 and the assist mode is 0 to V
2. The electric motor according to claim 1, wherein a predetermined vehicle speed V2 higher than 1 and a predetermined vehicle speed V3 higher than V2 to V2 are set, and the human power mode is set at an arbitrary vehicle speed. Assisted multi-wheeled bicycle. 3. The electrically assisted multi-wheel bicycle according to claim 2, further comprising mode automatic switching means for automatically switching the traveling mode among the electric mode, the assist mode and the human power mode. 4. A main switch capable of setting a driving mode to a human power mode, wherein the mode automatic switching means automatically switches the driving mode when the human power mode is not set by the main switch. The electrically assisted multi-wheeled bicycle according to claim 3. 5. An accelerator lever for operating the driving force of the electric motor is provided, and torque detecting means for detecting the torque of the human power driving means, accelerator detecting means for detecting the opening degree of the accelerator lever, and vehicle speed are detected. 5. The electrically assisted multi-wheel bicycle according to claim 4, further comprising: vehicle speed detection means, wherein the mode automatic switching means switches the traveling mode using detection signals from these three detection means. 6. The automatic mode switching means is a vehicle speed V1.
The electrically assisted multi-wheeled bicycle according to claim 5, wherein when the torque is detected by the torque detecting means in the following range, the assist mode is set regardless of the accelerator opening detected by the accelerator detecting means. . 7. The automatic mode switching means is a vehicle speed V1.
The electrically assisted multi-wheeled bicycle according to claim 5, wherein when the torque is detected by the torque detecting means in the following range, the human power mode is set regardless of the accelerator opening detected by the accelerator detecting means. . 8. An accelerator lever for operating the driving force of the electric motor is provided, and a gradient detecting means for detecting a gradient of a traveling road surface, an accelerator detecting means for detecting an opening degree of the accelerator lever, and a vehicle speed for detecting a vehicle speed. 5. The electrically assisted multi-wheeled bicycle according to claim 4, further comprising detection means, wherein the mode automatic switching means switches the traveling mode using detection signals of these three detection means. 9. The automatic mode switching means sets the human power mode when the accelerator opening detected by the accelerator detecting means is zero regardless of the magnitude of the torque detected by the torque detecting means. The electrically assisted multi-wheeled bicycle according to claim 5. 10. The automatic mode switching means sets the assist mode when the torque detected by the torque detecting means is less than a predetermined value and the accelerator opening detected by the accelerator detecting means is not zero. The electrically assisted multi-wheeled bicycle according to claim 9. 11. The automatic mode switching means sets the electric mode when the torque detected by the torque detecting means is larger than a predetermined value and the accelerator opening detected by the accelerator detecting means is larger than a set value. The electrically assisted multi-wheeled bicycle according to claim 10. 12. The electrically assisted multi-wheeled bicycle according to claim 2, further comprising mode manual switching means capable of selectively switching the traveling mode between an electric mode, an assist mode and a human power mode. 13. The mode manual switching means selectively sets an electric mode and an assist mode in a state in which a main switch for setting whether or not the electric motor can be operated and the operation of the electric motor is permitted by the main switch. 13. The electric assist according to claim 12, further comprising an accelerator lever for operating the driving force of the electric motor, and an accelerator detecting means for detecting an opening degree of the accelerator lever, the accelerator assist having a sub switch for setting. Multi-wheeled bicycle. 14. A torque detecting means for detecting the torque of the human power drive means is provided, and when the electric mode is set by the mode manual switching means and the vehicle speed is V1 or less and the torque is detected by the torque detecting means, an accelerator pedal is provided. The electrically assisted multi-wheeled bicycle according to claim 13, further comprising mode switching means for switching to a human power mode regardless of an accelerator opening detected by the detection means. 15. The motor control means for controlling the electric motor based on the accelerator opening of the accelerator lever and the manual torque of the manual drive means is provided.
The electrically assisted multi-wheeled bicycle according to claim 1 or claim 13. 16. The motor control means controls in the assist mode such that the ratio of the driving force of the electric motor to the total driving force is 50% or less in the range of vehicle speed 0 to vehicle speed V2. The electric assisted multi-wheel bicycle according to claim 14, wherein the ratio of the driving force of the electric motor to the total driving force in the range of V3 is controlled so as to linearly decrease as the vehicle speed increases. 17. Braking means for braking the front wheels or the rear wheels,
The motor control means controls to decrease the driving force of the electric motor when the braking detection means detects the operation of the braking means. The electrically assisted multi-wheeled bicycle according to claim 16, characterized in that. 18. The electrically assisted multi-wheel according to claim 11 or 13, characterized in that the rotation locus of the pedal of the human power drive part partially overlaps with the left and right rear wheels in a side view. bicycle. 19. The distance from the center of rotation of the pedal of the manual drive means to the center of rotation of the front wheels is set larger than the distance from the center of rotation of the pedals to the center of rotation of the rear wheels, and between the outer ends of the left and right pedals. The electric assisted multi-wheel bicycle according to claim 18, wherein the entire width is set smaller than the distance between the left and right rear wheels. 20. The electrically assisted multi-wheel bicycle according to claim 19, wherein the human power drive means has a speed increasing gear mechanism in a transmission system for transmitting leg force from a pedal to a rear wheel. 21. The electrically assisted multi-wheel bicycle according to claim 20, wherein the transmission system is provided with clutch means capable of switching the transmission system between a connected state and a disconnected state. 22. The electrically assisted multi-wheeled bicycle according to claim 11 or 13, further comprising an electromagnetic brake for braking at least one rear wheel.